Locomotive and tender distributing-valve.



1. R. SNYDER. LOCOMOTIVE AND TENDER DISTRIBUTING VALVE.

APPLICATION TILED FEB. I3. 1914. f I

Patented Dec. 18,1917" a sIIEETs -sIIEETI.

FIG. 1

k if f I WITN 55555 ,1 J. R. SNYDER.

LOCOMOTIVE AND TENDER DISTRIBUTING VALVE. APPLICATION FILED m1. 13 1914.

- 1,250,688. 7 I Patented Dec.18,1917.

' menu 2 2 0 m a! 1/ uflUJZW 6 w z 54 FIG" IIQW 21 J2 J4 A wnucsse! I v TOR @249 flflggq UNITED STATES PATENT OFFICE.

JACOB RUSH SNYDER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO PITTSBURGH AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

LOCOMOTIVE AND TENDER DISTRIBUIINGJFALVE.

To all whom it may concern.

Be it known that I, J acon RUSH SNYDER, a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Locomotive and Tender Distributing-Valves;-

of which the following is a specification.

This invention relates'to a triple or distributing valve for the locomotive and tenderbrakes. i a

The object of the invention is to provide a valve for thispurpose which is capable of securing a quick service and high braking pressure without danger of inadvertently going to emergency application position and producing an emergency application of the.-

train brakes, and also one in which the com plete operation of the engine and tender.

brakes can be secured without venting the train pipeto the atmosphere, as well as other.:

Objects nd advantages which will hereinafter appear. v

In the accompanying drawings, Figure 1 is a longitudinalsection through awalve em-, bodying the invention, the section being taken on the line 1-1, Fig. 2; Fig. 2 1s a horizontal section through 'the body portion of the valve casing andbushing on the line 22, Fig. .6, and showing the valve seat in plan; Fig. 3 is a vertical section on the line 3-3, Fig. 1; Fig. 4-. is a transverse section on the line 14, Figs. 1 and 2; Fig. 5 is a section on the line 5-5, Fig. 1; Fig. 6 is an end view of the valve; Figs. 7, 8, 9, 10, 11 and 12 are diagrammatic views showingthe valve seat in plan view, the mainvalve in horizontal section on the line.7-7, F ig. 1

and the graduating valve in horizontal section on the hne 7- Fig. 1, and showing different positions of the valve, Fig. 7 show- Westinghouse and similar triple valves, with Specification of Letters Pat nt.

Patented D c. 18, 1917.

Application filed February 13, 1914. Serial No. 818,572.

certain modifications therein and additions thereto. ;It comprises a casing 1. provided on its lnner end with a flatface 2 for connection to 1 the auxiliary reservoir and brake cylinder, if desired, and is closed at its opposite end by the head or cap 3. In the casing is the chamber 4 in whichfworks the main piston 5 provided with a stem (3 extending into" the chamber or bore 7 of the casing and which stem serves to actuate the slide valves. The auxiliary reservoir 18 connected to the end of the chamber or bore 7, and is fed throughthe feed: groove 8 in the-bushing of piston chamber 4, when said piston is in full release pos1t1on,'all as in the standard type of Westinghouse triple valves.

The train. pipe connection is through: a

1 passage IOeXtending longitudinally through the bottom portioniof the casing 1 and com-. municatmg with passage 11 in the head or cap 3 and which passage inwturn communicates with a-chamber 12in the outer portion of the head or cap3 Efrom which openings 13 provide a. communication to the piston chamber 4. I In the bore of the valve is a suitable bushmg 15 whose lower portion forms a valve fseatlG which is provided with the ports and passages shown in Fig. 2, to-wit,a small exhaust port 17 communicating with a passage 18 leading to the atmosphere; :1 pair'of small ports 19 and 20 longitudinally in line with the exhaust port 17 and connected by a c0red-out passage or groove 2-1; a small port 22 which communicates with passage 23 leading togavdouble-heading control valve: (that is, a valve for controlling communication between the main reservoir and train pipe when the engine is second or subsequent in a multiple header), all of which said ports are located on one side of thelongitudinal center line of the valve seat, and with the following ports'and passages on the opposite side of the longitudinal line of the valve seat, to-wit,a port 25 communicating with a passage 26, which said passage extends partly around thebushin" .15 and communicates with a longitudina passage 27 leading to the application chamber; a port 28 longitudinally in line with port 25 and adjacent thereto and communicating with the passage 29 which is connected to asuitable exhaust port in the engi ee k valve i.(e t, n).; a Pa 0 i longitudinally in line With port-28 andtommunicating through passage 31 with the atmosphere; and a port 32 longitudinally in line with, the port 30and locatednear the inner end. of the valve seat and communicating by a circumferential passage 33 ,ivitha Longitudinal port 3% leading to a -steam cutoff valve, said passage 33 having a branch 36 leading t6 the emergency 'vent valve hereinafter described. 5 The casing l is extended on one side to form a casing v 38 for a supplem'enta'livalve' mechanism, said oasing.38;providing. a chamber 39 for the supplemental valve pist0n40,'

which latter is provided WithI-EL stem 4l for operating the supplemental. valve .42. The

latter valve operates in-a chamber-43 having communicationthrough port- 44: with a passage 45 extending longitudinally through the casing. lot the valve and communicating with aisuitable reservoir, which preferably will berthe main reservoir. on the locomotive,

but which may be suitable supplementary The valve 42 works on ahseat 46?;

reservoir. which is provided-With the' brake cylinder exhaust port 47,-and is. operated by means of a-projection 49 from the supplemental piston stem ll; WhichQprojectionextends through an opening .50tii the valve seat- 46. The supplemental sl-idexvalve 42 isprovided with a 'cav ityzfiladapted imthe'proper posi tion to -eonnect the'; opening-50 in the valve :Piston cha:niber 39-and port-50.'-communicate:direhtly' with the passage 52 which in'turneOmmuni cates with a. passage'53 extending longitu-' seat with the exhaust-port 47S dinally through the casing "l of the valve and connected to the engine and tender brake cylinders 55 and thechamber 56 betWeen said cap'and the outer .face.ofthe-supplemental piston 10 communicates through the passage 57 with the passage?! leading to the application chamber.

In the head or'cap 3 isa-passage 60 which" communicates 'at one 'endf-with an'op'ei'iing thro ugh; 'the em'ergenoy -valve seat 61= and-at its opposite-end with an opening through' the emergency vent-'va lyef seat 62. y The emergency valve seat 61 COIllTflllIllGttGS with the train pipe-chamber 12} in the head or cap 3 and this communicationis'controlledby the emergency valve 63 loosely'surrounding the-graduating ste'm 64Wl1l0l1 is slidably mounted in the head or cap 3 and projects into the piston cha'mber l. Tl'ieout'e'r" end of the graduating's tem abuts against-a spring 65 inthe -outerclosure of-the head stem 7'6 which is" surrounded pushed sufiiciently tar outwardly said col 1211- or enlargement abuts agauiist the inner face of a-sleeve or collar carried by the emergency valve and will unseat said emcr-' gency valve, moving the same against the pressure .of the supplementary.spring US.

The vent valve seat G2"coiuuiiuiicates either with the atmcsplmrc through exhaust port as shovru in liig. l, brake cylinder passage 53.;as shown in Fig.

15. As shown in Fig. 1, the conin'iunication :between the passage 60 and the exhaust port "ZO= is controlled by a? valve '72 -formed on the inner fa'ce'of'piston 73 'w'liichv'vorlrs in a'="chamber 74 into which the passage 36, heretofore-referred to opens at the point 75. The piston 73 1s; provided with :iguidii-ig by a light spring 77 W-hich 'normallv holds the 'valve 72to tlie seat 62-. 1

"As shown in Fig. 15 the communication between the passage 60 F and h rake 1 cylinder passage'53 is 'c'ontrolled'bva"cheek valve 78,

seating" toward the train pipe, and normally held to its seat-by a light spring 79 surrounding th'e stem '78 oi said check valve.

-The outer end of'gthe supple-' mental c'asing 38 is closed by means of 'ai cap' the member 81' or cap 3. Said stein-is proi-"idedavith the collar or enlargement -66 Whicln when the valve 1s 'm normal-or release positmmabuts' against the outerface of the-emergency valve 63 and as'sists inl oIdiIig-sai d valve to its' seat, and -'whe11- said"'g radutitingstefiris mun valve 90- 15 of VVhen the locomotive is single-heading, or

. is the leading engine'- of a double-header, it

is desirable to loclt'the valve-72' (01' the valve 78, as' the-case= may he); to its seat. To provide for conveniently doing this'there isip'rovided'a. rotatable-member or-disk 80 provided with an eccentrically located 'mem:

ber" 81 which is adapted iinone position of the member 80 to-leave the stem 76 (or stem 78, as the case may be.) free 'to' more outwa-rclly, but inane-the r. position is adapted 'to' c'ont'a'ct with the end of said valve stem The face of is slightly hevele'd'so that it pushes the valve steiii inwardly and forces the valv'e to its seatQ-The rotatable memand hold the valve" to its seat.

or with the ber'SO is provided with a stem 83 projecting out through a closure Stand provided on its outer end with tiu'ni'ng member, such as locking' clevice indicated'at 86. By merely turning the hand-wheel apart rotation, the valves in quest on can either be lockedxtotheir se'atsor allowed to operate in their intended manners.

Cooperating ivith the main valve seat 16 is a main slide valve 88 which is held hetvveen the piston and collar 89' on the outer end of the piston stem 6, but does not -'cr Jmpletely fill the space between said piston and collar'so that the piston has a limited movement'without moving the main slide valve.

forms afseatfor thegraduating slide valve 90"which is held between collars-91 and 92 on the piston stem 6 and entirely fills the space between said atj-all times with said piston; The gradthe form s'hov-n In Fig:-

The upper face of said slide valve '110 'a'hand wheel-85, and some suitable simplecollars so that it moves 1%,: ,n, M ub tan ly :TfilmP d: Pla View an, ,is nproyided in its head or longer eerie i h-e a y "lzflfl fl dwg Jon nr dinally otthe valve w H i .5 fllThefinein slide valye S8 is provided with hen e 't an qeY i shewn in ig-:1

to-wit, 2i long, Wide cavity 94: extendingalongitrulin ally, of the yalve, andflloc atetl (in -one side of the cerrter line thereof; a: shorter le rge, cavity 95 n line with the {cavity 124 an oblong portffldin line Withthe cavityflf) a d t n n fi rely thro gh the when long .nz wrowv longitudinal cavity 97 K located on 14 oth s de Qt the long tu i 1 c nt r offtl i' e yeliie and communicating with a port 98 extending through the yalye, and a port 99 ,long itudinzilly in line: with port 98 QTheI yalye .l'ne ohenismv described has six positions is follows; V

1.j.1*u. ll,,1;eleasc position, sh oi'vn in Fig. rgflhis' position is assumednb y thevalve upon increase oi train "pipe pressure for rele'zisingi'the brakes throughout the train. Ylt'herijthisocciirslthe train pipe pressure en- 25 tering pistpiichi mber 4 pushes the main piitont ifiilly inwardly, as shown in ltigrl, ep iii g: ,r t e v nxil e 7) flex-to l: v charg groove and carrying the, two slide valves to th Posi ion she in :Fi 5 1 t er fi 89 tion the application chamber'port 25 is conee eater-newer95 in emein id yefl e'flt'o, theapplicationv chamber exhaust pert 2 8; therebyv exholusting] the application her, end} also releas'ingpressure from ber 55 Oil the outerffaoeof supples'ton' 450 byway of assage 57, w rrbr alz e cylinder pressure acting :iga tthefinne'r face of piston 0 through w re 5 ee 1-52m 1 e t 's rplem ntary 40 valve to tlle' position shownin F i-gr 4;" in wh ch the oe yffi if. he: s pi' emen ary W1, H ects bliike' cylinderport50flWith efiliaus port l7 and exhausts the bralz elcylin dje'rf,,to.thIeat} sph e- (la ityet Qf th ftiei ffi dj eem b t- 1 '32 by; renti r ecoi vl ithfthe shitus pp fr'em steam ut-.ofig m o renti g i J IQ itQfTf C -i11 y L .3\-L' .Q.lthi S i w veisfllQl to vseat rung- 17- I'Ih il b ezh ed i g elvegii rt flf is; ionn e ed through-pert 99 infthe main slide ewe, e ty .2 iet e uati g. a v pe t lfi' slid e1 r en ihg w tr' r through passage 57 to; the chamber 56 onthe outer face of supplementary piston 40, which results-in moving szxid supplementary piston ep and-slide valve 4-2 inwardly, thus break-in connection betwemrbrake cylinder port 5 and, exhaust. port 4'1 and establishing comim inication between chamber 43endgport 50, whereupon mainl reservoir air llows from 8.5 p nss agey-fi, port 44:, chamber 43, port :50, and pe ssnges 52 and 53gto the brake cylinders, and'epplies the engine and tender brakes. soon as the brake cylinder pressurelis built up to slightly exceed the preesnre in 310 chamber 56 the supplementary piston and slide, alveAZ move on tyv ardly until communication is closed between Ichamber-LS and b-r lie' Qyl n er ee a e i bet ithout ermine P t exha t p rt; Should 9-9 thebrake cylinder pressure leek; 'oif'jso e-s to unbalance the pressures on-gtheopposite feces 0i i e P t t e l e ill e e l re inwardly end .cerry-ryvith it the slide yalve {2 to ad nitifurther'pressure fro nthe reservoir 3;?0 to the brake cylinder. Gonsequently brake cylinder pressure is ineintained unifiorm zentirely, irrespectiye or brakgecylinder leakage Q- K thi eeea e e nt e-g ad ating n 99 a m y d-bee mn il tclowefihe port 96 through the main slide valve-finds p e te im-th n E e n fr m ifle-w ng the rr cet enrh m end: he e o ei ps h 2 brake cylinder'appliqation at a pressure c012 reepondll to ,th vextent f mmpi em d uction. :In this position theitlouble-heada ing cpntrolvelyeport 22is-=still0pem illlhe wi l q ih 1 1 the raduatingswalv mimeets r25 ports 99 and 98 through the main-waiver hug these; portsixdo not; \regieterrwith any %q]t; :.the yelyeseet naefict isgprodilitedi eemm s eeee tzweer m; "wee;- i.-

3B umessiix dy raming; tiafn 'pip 'fi'r' Shi e thpihai-h slide v'flifes'can be mo've'd a'l "ti'hateil y 'to service position and back aghir'l t0'=se vi'ce"1 ap= pcmition as frequently at me- 5 gird to secure the desi1'3ed"se1'-vice 'retlre inthe brake cylinders. Each time th emain smite-valve moves to service position 'm'qr'e ibo iOs

amass has pm; in the engineers brake valve which, Wlie'n the latter isi'n ru'iinin' posi-' tion, is connected to atmosphere. Consequently in service'positi'on there-can be no ventin through this'exliaust entirely irrespective of the position of the eng'inecfis' brake valve, and'consjeq'uently the latteron the second or subsequent engine of "a multiple header can be left in running position, and not lapped as has heretotore been neces sary.

' What I cla1m1s:- V p '1.' Air brake valve mechanism havmg connections to thetrain pipe, auxiliary i'es'er-R voir, a pplic'ation 'chaniber andto the atmosphere by Way of ,the engineefis brake valve,

and a valve 'ictuatedby variations *intrain nections to the train pipe, auxiliary resr voir, application chamber and to the atmosphere by Way of the engineers brake valve, :1 wilve actuated by variations in train pipe pressure and arranged upon an increase of train pipe pressure to connect the application chamber to the engineers valve and on service reduction to connect the auxiliary reservoir to the application chamber and close the connection to the engineers valve and upon overreduction of train pipe pressure to vent the auxiliary reservoir directly to the atmosphere, and a supplementa ry valve device actuated by pressure in the application chamber and arranged to apply and release the brakes.

3. Air brake valve mechanism having connections to the train pipe, auxiliary reservoir, application chamber and to the atmosphere by way of the engineers brake valve, a valve actuated by variations in train pipe pressure and ar'anged upon an increase of train pipe pressure to connect the application chamber to the engineers valve and on service reduction to connect the auxiliary reservoir to the application chamber and close the connection to the engineers valve and upon overreduction of train pipe pressure to vent the auxiliary reservoir directly to the atmosphere, and a supplementary valve device actuated by pressure in the application chamber and arranged to apply and release the brakes, said supplementary valve device being arranged to maintain brake cylinder pressure against leakage.

4. Air brake valve mechanism having connections to the train pipe, auxiliary reservoir, application chamber, a double-heading control valve, and tot'hie atmosphere by ivay of the engineers valve, and avalve actuated by variations in train pipe pressure and 'arranged up'on increasefo'f train pipepressure tofconnect the applicationchamber to the engi1iee1'"s valveand the doubleheading control valve to the atmosphere,andb.n service reduction of pressure. to connect the aux iliary reservoir to the application chamber and'to the double-heading control valve and clos the connection to the engineers-valve.

5; Air brake valve mechanism having connections to the train pipe, auxiliary reservoir, application chamber, a double-heading control valve, and to the atmosphere by Way ofth engineers valve," a valve actuated "by variations in train pipe pressure, and ar-' ranged upon increase of train 'pipe'pressure to conn'ectthe application chamber to the engineers valve and the double-heading control"va1've to the atmosphere, and on service reduction of train pipe pressure to connect th'eauxiliar'y "reservoir to the application ch'a'rnbe'rand to'the double-heading control valve and closethe connection to the ene s wuveyand "a supplementary valve;

device""acttlated by pressure in the application chamber and arranged to apply and release th brakes.

6. Air brake valve mechanism having connections to the train pipe, auxiliary reservoir, application chamber, a double-heading control valve, and to the atmosphere by way of the engineers valve, a valve actuated by variations in train pipe pressure and arranged upon increase of train pipe pressure to connect the application chamber to the engineers valve and the double-heading control valve to the atmosphere, and on service reduction of train pipe pressure to connect the auxiliary reservoir to the application chamber and to the double-heading control valve and close the connection to the engineers valve, and a supplementary valve device actuated by pressure in the application chamber and arranged to apply and release the brakes, said supplementary valve device being arranged to maintain brake cylinder pressure against leakage.

7 Air brake valve mechanism having connections to the train pipe, auxiliary reservoir, and application chamber and the atmosphere by way of the engineers valve and to a double-heading control valve, and a valve actuated by variations in train pipe pressure and arranged in release position to connect the double-heading control valve to the atmosphere and the application chamber to the engineers valve, and in all application positions to connect the auxiliary reservoir to the double-heading control valve and to the application chamber and to blank the connection to the engineers valve.

8. Air brake valve mechanism having con- Fina mm; he: u wi -s id x m gengy Wm vaLvg zyndinpon gmergency application ofzth blt llgsfto connegt the. auxiliary reservoir to the qnt exglfaqe 10f sa id vent valve.

-10. b ml ze ya lve mechanism having f c onngcfiignsht o the, tra in pipe, a, reservoir, a bnakn .qylind erv and the 1 atximqsn rer a 1novablq abutmenig aictnmfgdlbyyaniajqions in train P ne 1 pr s m valve 'd vice mMalli e ts 10 E n 'fi ia Pip and arran d .t be operated by movement of said abutrnnj;

0 phgreby way of thegngineers brake val've,

presfirefixwonmct 1 h? @PP ic ibn. c am -exi F to thg \engn eefls valve and ventpres sure to emergency position, a ab e: in. said initin pipe: yentharnangegd tgq be opened ibygtr ain pine jfir-gss e and JQCkiHg means for. said bnvi h mn i im tnx mt ble: n@ nl@2e bEb mfi la said 1 rotajca l nieInb er. V

In 'tesmmony whereof ;I v iharunto; set

hand.

JAGOB RUSH SNYDER. Witnesses; Q

Emu, L-HXD a m at this patent may be ,obtained, for 11w; ents each bynfidrcssing the Qbmmissioner 0! Patents. 

